Federal Register / Vol. 72, No. 65 / Thursday, April 5, 2007 / Rules and Regulations 16703 

Effective Date 

(a) This AD becomes effective May 10, 

2007. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to EMBRAER Model 

EMB–135BJ airplanes, certificated in any 

category; as identified in Embraer Service 

Bulletin 145LEG–28–0022, dated February 

17, 2005. 

Unsafe Condition 

(d) This AD results from a fuel system 

reassessment according to SFAR 88 criteria, 

which revealed the possibility of sparks due 

to chafing between the harnesses of the 

forward and aft auxiliary fuel tanks, between 

certain harnesses attached to the aircraft 

structure, or between certain harnesses 

attached to certain mechanical components. 

We are issuing this AD to prevent a potential 

ignition source inside a fuel tank, which, in 

combination with flammable fuel vapors, 

could result in a fuel tank explosion. 

Compliance 

(e) You are responsible for having the 

actions required by this AD performed within 

the compliance times specified, unless the 

actions have already been done. 

Modifications 

(f) Within 5,000 flight hours after the 

effective date of this AD: Accomplish the 

modifications specified in paragraphs (f)(1) 

and (f)(2) of this AD by doing all the 

applicable actions in accordance with the 

Accomplishment Instructions of EMBRAER 

Service Bulletin 145LEG–28–0022, dated 

February 17, 2005. 

(1) Modify the forward auxiliary fuel tanks 

on the left and right sides. 

(2) Modify the aft auxiliary fuel tanks on 

the left and right sides. 

Alternative Methods of Compliance 

(AMOCs) 

(g)(1) The Manager, International Branch, 

ANM–116, Transport Airplane Directorate, 

FAA, has the authority to approve AMOCs 

for this AD, if requested in accordance with 

the procedures found in 14 CFR 39.19. 

(2) Before using any AMOC approved in 

accordance with § 39.19 on any airplane to 

which the AMOC applies, notify the 

appropriate principal inspector in the FAA 

Flight Standards Certificate Holding District 

Office. 

Related Information 

(h) Brazilian airworthiness directive 2006–

07–03R1, effective January 4, 2007, also 

addresses the subject of this AD. 

Material Incorporated by Reference 

(i) You must use EMBRAER Service 

Bulletin 145LEG–28–0022, dated February 

17, 2005, to perform the actions that are 

required by this AD, unless the AD specifies 

otherwise. The Director of the Federal 

Register approved the incorporation by 

reference of this document in accordance 

with 5 U.S.C. 552(a) and 1 CFR part 51. 

Contact Empresa Brasileira de Aeronautica 

S.A. (EMBRAER), P.O. Box 343—CEP 12.225, 

Sao Jose dos Campos—SP, Brazil, for a copy 

of this service information. You may review 

copies at the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue, SW., Renton, 

Washington; or at the National Archives and 

Records Administration (NARA). For 

information on the availability of this 

material at NARA, call 202–741–6030, or go 

to: http://www.archives.gov/federal-register/ 

cfr/ibr-locations.html. 

Issued in Renton, Washington, on March 

27, 2007. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. E7–6230 Filed 4–4–07; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2006–25965; Directorate 

Identifier 2006–NM–127–AD; Amendment 

39–15013; AD 2007–07–08] 

RIN 2120–AA64 

Airworthiness Directives; Airbus Model 

A300 B2 and B4 Series Airplanes 

Equipped With General Electric CF6–

50 Engines 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: The FAA is superseding an 

existing airworthiness directive (AD), 

which applies to Airbus Model A300 B2 

and B4 series airplanes equipped with 

General Electric CF6–50 engines. That 

AD currently requires deactivating both 

thrust reversers and revising the 

airplane flight manual (AFM) to require 

performance penalties during certain 

takeoff conditions to ensure that safe 

and appropriate performance is 

achieved for airplanes on which both 

thrust reversers have been deactivated. 

This new AD requires one-time 

inspections of the directional pilot valve 

(DPV), the rocker arm and associated 

hardware, and corrective actions if 

necessary; reactivation of both thrust 

reversers; and repetitive inspections of 

the DPV and the associated control 

mechanism of the thrust reversers for 

incorrect assembly or excessive wear, 

and corrective actions if necessary. 

Accomplishing all of the actions would 

allow the removal of the AFM 

limitations in the existing AD. This AD 

results from reports indicating that the 

DPV was assembled incorrectly; further 

investigation revealed excessive wear on 

certain correctly assembled DPVs and 

the associated control mechanism. We 

are issuing this AD to prevent 

uncommanded in-flight deployment of a 

thrust reverser, which could result in 

reduced controllability of the airplane. 

DATES: This AD becomes effective May 

10, 2007. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in the AD 

as of May 10, 2007. 

On May 6, 2002 (67 FR 21569, May 

1, 2002), the Director of the Federal 

Register approved the incorporation by 

reference of Airbus All Operators Telex 

A300/78A0023, dated April 5, 2002. 

ADDRESSES: You may examine the AD 

docket on the Internet at http:// 

dms.dot.gov or in person at the Docket 

Management Facility, U.S. Department 

of Transportation, 400 Seventh Street, 

SW., Nassif Building, Room PL–401, 

Washington, DC. 

Contact Airbus, 1 Rond Point Maurice 

Bellonte, 31707 Blagnac Cedex, France, 

for service information identified in this 

AD. 

FOR FURTHER INFORMATION CONTACT: Tom 

Stafford, Aerospace Engineer, 

International Branch, ANM–116, FAA, 

International Branch, Transport 

Airplane Directorate, 1601 Lind 

Avenue, SW., Renton, Washington, 

98057–3356; telephone (425) 227–1622; 

fax (425) 227–1149. 

SUPPLEMENTARY INFORMATION: 

Examining the Docket 

You may examine the airworthiness 

directive (AD) docket on the Internet at 

http://dms.dot.gov or in person at the 

Docket Management Facility office 

between 9 a.m. and 5 p.m., Monday 

through Friday, except Federal holidays. 

The Docket Management Facility office 

(telephone (800) 647–5227) is located on 

the plaza level of the Nassif Building at 

the street address stated in the 

ADDRESSES section. 

Discussion 

The FAA issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an AD that 

supersedes AD 2002–08–51, amendment 

39–12728 (67 FR 21569, May 1, 2002). 

The existing AD applies to Airbus 

Model A300 B2 and B4 series airplanes 

equipped with General Electric CF6–50 

engines. That NPRM was published in 

the Federal Register on October 3, 2006 

(71 FR 58318). That NPRM proposed to 

continue to require deactivating both 

thrust reversers and revising the 

airplane flight manual (AFM) to require 

performance penalties during certain 

takeoff conditions to ensure that safe 


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16704 Federal Register / Vol. 72, No. 65 / Thursday, April 5, 2007 / Rules and Regulations 

and appropriate performance is 

achieved for airplanes on which both 

thrust reversers have been deactivated. 

That NPRM also proposed to require 

one-time inspections of the directional 

pilot valve (DPV), the rocker arm and 

associated hardware, and corrective 

actions if necessary; reactivation of both 

thrust reversers; and repetitive 

inspections of the DPV and the 

associated control mechanism of the 

thrust reversers for incorrect assembly 

or excessive wear, and corrective 

actions if necessary. 

Comments 

We provided the public the 

opportunity to participate in the 

development of this AD. We have 

considered the comments that have 

been received on the NPRM. 

Request To Change Compliance Times 

TradeWinds Airlines asks that we add 

a grace period of 18 months to the 

compliance time specified in paragraph 

(h) of the NPRM. Paragraph (h) specifies 

doing the actions within 18 months after 

doing the actions in paragraph (g) of the 

NPRM. Paragraph (g) of the NPRM refers 

to service information dated May 29, 

2002; therefore, operators may have 

done the actions more than 18 months 

ago. 

Airbus and ASTAR Air Cargo ask that 

we extend the 18-month compliance 

time specified in paragraph (h) of the 

NPRM, as follows: 

ASTAR asks that it be extended to 36 

months after doing the actions required 

by paragraph (g) of the NPRM. ASTAR 

states that Airbus Service Bulletin 

A300–78–0025, Revision 01, dated 

February 16, 2005, is approved under 

the European Aviation Safety Agency 

(EASA) authority and states that if 

Airbus All Operators Telex (AOT) 

A300–78A0024, dated May 29, 2002, is 

accomplished, the inspection is to be 

done every 36 months or 8,000 flight 

hours, whichever occurs first. ASTAR 

believes that if Airbus AOT A300–

78A0024 is accomplished, it meets the 

initial inspection intent of Airbus 

Service Bulletin A300–78–0025, and a 

repeat interval of 8,000 flight hours is 

required, as stated in Direction Ge ́ne ́rale 

de l’Aviation Civile (DGAC) French 

airworthiness directive F–2005–208, 

dated December 21, 2005 (which is a 

parallel AD for the specified actions). 

ASTAR notes that, since paragraph (g) 

of the NPRM requires accomplishing 

Airbus AOT 78A0024, the compliance 

time specified in paragraph (h) of the 

NPRM should be 8,000 flight hours. 

ASTAR adds that this change would 

align the NRPM with DGAC 

airworthiness directive F–2005–208 and 

European Aviation Safety Agency 

(EASA) approval of Airbus Service 

Bulletin A300–78–0025. ASTAR 

suggests that paragraph (h) of the NPRM 

be changed as follows: ‘‘Within 36 

months after accomplishing paragraph 

(g) of this AD: Do a detailed inspection 

of the DPV and the associated control 

mechanism of the thrust reverser for 

incorrect assembly or excessive wear 

* * *.’’

Airbus states that the compliance time 

specified in paragraph (h) of the NPRM 

is not the same as the one provided in 

the referenced service bulletin and in 

French airworthiness directive F–2005–

208. Airbus notes that the compliance 

time specifies: ‘‘For a/c on which AOT 

78A0024 is not accomplished: perform 

ISB at the earliest opportunity without 

exceeding 18 months. Repeat inspection 

every 8000FH.’’ And, ‘‘For a/c on which 

AOT 78A0024 is accomplished: 

repetitive inspection using ISB must not 

exceed 8000FH after initial inspection 

(iaw AOT), then every 8000FH.’’ Airbus 

adds that, in French airworthiness 

directive F–2005–208, the initial 

inspection in accordance with Airbus 

Service Bulletin A300–78–0025 is 

mandated with 18 months only for 

aircraft on which AOT A300–78A0024 

has not been accomplished. Airbus 

notes that, as long as the FAA AD 

mandates accomplishment of the AOT 

as initial inspection (paragraph (g) of 

this AD), it considers accomplishment 

of Airbus Service Bulletin A300–78–

0025 within 18 months an additional 

constraint which was not originally 

recommended in Airbus Service 

Bulletin A300–78–0025 or French 

airworthiness directive F–2005–208. 

Airbus concludes that, based on these 

comments, paragraph (h) should 

mandate Airbus Service Bulletin A300–

78–0025 for repetitive inspections, with 

intervals not exceeding 8,000 flight 

hours after the initial inspection (in 

accordance with paragraph (g) of the 

NPRM). 

We agree to extend the compliance 

time specified in paragraph (h) of this 

AD to within 36 months after the 

effective date of this AD, or within 8,000 

flight hours after accomplishing the 

actions required by paragraph (g) of this 

AD, whichever is first, for the reasons 

provided. 

Request To Clarify Intent of AD 

ASTAR asks for clarification if the 

intent of the NPRM is not to allow 

operation of the aircraft with one thrust 

reverser inoperative by using Minimum 

Equipment List (MEL) relief nor special 

ferry flights if discrepancies are found 

during inspection. ASTAR notes that, as 

stated in paragraph (h) of the NPRM, the 

aircraft must have applicable corrective 

actions before further flight. ASTAR 

also notes that the Airbus service 

bulletin requires inspection of the DPV 

by an approved workshop, which in 

most cases means a serviceable DPV 

will need to be installed during each 

inspection. 

To clarify, the intent of this AD is to 

require the reactivation of both thrust 

reversers after certain actions required 

by this AD are accomplished. It is not 

our intent to prohibit use of the relief 

provided by the Master Minimum 

Equipment List (MMEL) in the case of 

one or more thrust reversers being 

inoperative. After reactivating the thrust 

reversers, an airplane may be operated 

with one or more thrust reversers 

inoperative in accordance with the 

MMEL. We have revised paragraph (h) 

of the AD to include this clarification. 

Concerning the use of special flight 

permits: On July 10, 2002, the FAA 

issued a new version of 14 CFR part 39 

(67 FR 47997, July 22, 2002), which 

governs the FAA’s airworthiness 

directives system. The regulation now 

includes material that relates to special 

flight permits. Therefore, an AD will 

address special flight permits only if 

they are not allowed, or only allowed 

with specific limitations. It is not our 

intent to restrict the use of special flight 

permits, and this AD specifies no such 

restriction. We have not changed the AD 

in this regard. 

Request To Incorporate/Publish Certain 

Information 

The Modification and Replacement 

Parts Association (MARPA) states that, 

frequently, airworthiness directives are 

based on service information originating 

with the type certificate holder or its 

suppliers. MARPA adds that 

manufacturer service documents are 

privately authored instruments 

generally having copyright protection 

against duplication and distribution. 

MARPA notes that when a service 

document is incorporated by reference 

into a public document, such as an 

airworthiness directive, it loses its 

private, protected status and becomes a 

public document. MARPA adds that if 

a service document is used as a 

mandatory element of compliance, it 

should not simply be referenced, but 

should be incorporated into the 

regulatory document. MARPA states 

that, by definition, public laws must be 

public, which means they cannot rely 

upon private writings, especially when 

the private writings originate in a 

foreign country. MARPA notes that 

since the interpretation of a document is 

a question of law and not fact, a service 

document not incorporated by reference 


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Federal Register / Vol. 72, No. 65 / Thursday, April 5, 2007 / Rules and Regulations 16705 

will not be considered in a legal finding 

of the meaning of an airworthiness 

directive. MARPA is concerned that the 

failure to incorporate essential service 

information could result in a court 

decision invalidating the airworthiness 

directive. 

MARPA adds that incorporated-byreference service documents should be 

made available to the public by 

publication in the Docket Management 

System (DMS), keyed to the action that 

incorporates them. MARPA notes that 

the stated purpose of the incorporation 

by reference method is brevity, to keep 

from expanding the Federal Register 

needlessly by publishing documents 

already in the hands of the affected 

individuals; traditionally, ‘‘affected 

individuals’’ means aircraft owners and 

operators, who are generally provided 

service information by the 

manufacturer. MARPA adds that a new 

class of affected individuals has 

emerged, since the majority of aircraft 

maintenance is now performed by 

specialty shops instead of aircraft 

owners and operators. MARPA notes 

that this new class includes 

maintenance and repair organizations, 

component servicing and repair shops, 

parts purveyors and distributors, and 

organizations manufacturing or 

servicing alternatively certified parts 

under section 21.303 (‘‘Replacement 

and modification parts’’) of the Federal 

Aviation Regulations (14 CFR 21.303). 

MARPA adds that the distribution to 

owners may, when the owner is a 

financing or leasing institution, not 

actually reach the persons responsible 

for accomplishing the airworthiness 

directive. Therefore, MARPA asks that 

the service documents deemed essential 

to the accomplishment of the NPRM be 

incorporated by reference into the 

regulatory instrument, and published in 

the DMS. 

We understand MARPA’s comment 

concerning incorporation by reference. 

The Office of the Federal Register (OFR) 

requires that documents that are 

necessary to accomplish the 

requirements of the AD be incorporated 

by reference during the final rule phase 

of rulemaking. This final rule 

incorporates by reference the documents 

necessary for the accomplishment of the 

requirements mandated by this AD. 

Further, we point out that while 

documents that are incorporated by 

reference do become public information, 

they do not lose their copyright 

protection. For that reason, we advise 

the public to contact the manufacturer 

to obtain copies of the referenced 

service information. 

In regard to MARPA’s request to post 

service bulletins on the Department of 

Transportation’s DMS, we are currently 

in the process of reviewing issues 

surrounding the posting of service 

bulletins on the DMS as part of an AD 

docket. Once we have thoroughly 

examined all aspects of this issue and 

have made a final determination, we 

will consider whether our current 

practice needs to be revised. We have 

not changed the AD in this regard. 

Explanation of Change to Applicability 

We have revised the applicability of 

the existing AD to identify model 

designations as published in the most 

recent type certificate data sheet for the 

affected models. 

Conclusion 

We have carefully reviewed the 

available data, including the comments 

that have been received, and determined 

that air safety and the public interest 

require adopting the AD with the 

changes described previously. These 

changes will neither increase the 

economic burden on any operator nor 

increase the scope of the AD. 

Costs of Compliance 

This AD affects about 30 airplanes of 

U.S. registry. 

The actions that are required by AD 

2002–08–51 and retained in this AD 

take about 3 work hours per airplane, at 

an average labor rate of $80 per work 

hour. Based on these figures, the 

estimated cost of the currently required 

actions is $7,200, or $240 per airplane. 

The new inspection and reactivation 

procedures specified in Airbus AOT 

A300–78A0024 take about 9 work hours 

per airplane, at an average labor rate of 

$80 per work hour. Based on these 

figures, the estimated cost of the new 

inspection and reactivation specified in 

this AD for U.S. operators is $21,600, or 

$720 per airplane. 

The new inspections specified in 

Airbus Service Bulletin A300–78–0025 

take about 7 work hours per airplane, at 

an average labor rate of $80 per work 

hour. Based on these figures, the 

estimated cost of the new inspections 

specified in this AD for U.S. operators 

is $16,800, or $560 per airplane, per 

inspection cycle. 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

Section 106, describes the authority of 

the FAA Administrator. Subtitle VII, 

Aviation Programs, describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in Subtitle VII, 

Part A, Subpart III, Section 44701, 

‘‘General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

We have determined that this AD will 

not have federalism implications under 

Executive Order 13132. This AD will 

not have a substantial direct effect on 

the States, on the relationship between 

the national government and the States, 

or on the distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify that this AD: 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866; 

(2) Is not a ‘‘significant rule’’ under 

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979); and 

(3) Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

We prepared a regulatory evaluation 

of the estimated costs to comply with 

this AD and placed it in the AD docket. 

See the ADDRESSES section for a location 

to examine the regulatory evaluation. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

Adoption of the Amendment 

■ Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 14 CFR part 39 as 

follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 1. The authority citation for part 39 

continues to read as follows: 

Authority: 49 U.S.C. 106(g), 40113, 44701. 

§ 39.13 [Amended] 

■ 2. The Federal Aviation 

Administration (FAA) amends § 39.13 

by removing amendment 39–12728 (67 

FR 21569, May 1, 2002) and by adding 

the following new airworthiness 

directive (AD): 


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16706 Federal Register / Vol. 72, No. 65 / Thursday, April 5, 2007 / Rules and Regulations 

2007–07–08 AIRBUS: Amendment 39–

15013. Docket No. FAA–2006–25965; 

Directorate Identifier 2006–NM–127–AD. 

Effective Date 

(a) This AD becomes effective May 10, 

2007. 

Affected ADs 

(b) This AD supersedes AD 2002–08–51. 

Applicability 

(c) This AD applies to Airbus Model A300 

B–2 and B–4 series airplanes, certificated in 

any category, equipped with General Electric 

CF6–50 engines. 

Unsafe Condition 

(d) This AD results from reports indicating 

that the directional pilot valve (DPV) was 

assembled incorrectly; further investigation 

revealed excessive wear on certain correctly 

assembled DPVs and the associated control 

mechanism. We are issuing this AD to 

prevent uncommanded in-flight deployment 

of a thrust reverser, which could result in 

reduced controllability of the airplane. 

Compliance 

(e) You are responsible for having the 

actions required by this AD performed within 

the compliance times specified, unless the 

actions have already been done. 

Restatement of Requirements of AD 2002–

08–51: 

Thrust Reverser Deactivation and Airplane 

Flight Manual (AFM) Revision 

(f) Within 72 clock hours after May 6, 2002 

(the effective date of AD 2002–08–51), 

accomplish paragraphs (f)(1) and (f)(2) of this 

AD. 

(1) Deactivate both thrust reversers 

according to Airbus All Operators Telex 

A300/78A0023, dated April 5, 2002. 

(2) Revise the Limitations Section of the 

AFM to include the following (this may be 

accomplished by inserting a copy of this AD 

into the AFM): 

‘‘When the runway is wet or contaminated, 

reduce by five percent the corrected 

acceleration-stop distance resulting from the 

airplane flight manual takeoff performance 

analysis. 

(Note: This supersedes any relief provided 

by the Master Minimum Equipment List 

(MMEL).)’’

New Requirements of This AD: 

Inspections and Corrective Actions 

(g) Within 6 months after the effective date 

of this AD: Do the actions specified in 

paragraphs (g)(1), (g)(2), and (g)(3) of this AD 

in consecutive order, in accordance with the 

procedures specified in Airbus All Operators 

Telex (AOT) A300–78A0024, dated May 29, 

2002, which ends the requirements in 

paragraph (f) of this AD. 

(1) Do a detailed inspection of the DPV on 

each thrust reverser for incorrect assembly, 

incorrect diameter, or excessive wear, by 

doing all the applicable actions, including all 

applicable corrective actions. All applicable 

corrective actions must be done before 

further flight. 

(2) Do a detailed inspection of the rocker 

arm of the DPV for excessive wear by doing 

all the applicable actions, including all 

applicable corrective actions. All applicable 

corrective actions must be done before 

further flight. 

(3) Reactivate both thrust reversers and do 

a one-time operational test before further 

flight. 

Note 1: Airbus AOT A300–78A0024, dated 

May 29, 2002, refers to Middle River Aircraft 

Systems CF6–50 Alert Service Bulletin 

78A3040, Revision 2, dated June 18, 2004 

(including Honeywell Service Bulletin 

121332–78–1620, Revision 2, dated June 18, 

2004), as an additional source of service 

information for accomplishing the 

inspections. 

Note 2: For the purposes of this AD, a 

detailed inspection is: ‘‘An intensive 

examination of a specific item, installation, 

or assembly to detect damage, failure, or 

irregularity. Available lighting is normally 

supplemented with a direct source of good 

lighting at an intensity deemed appropriate. 

Inspection aids such as mirror, magnifying 

lenses, etc., may be necessary. Surface 

cleaning and elaborate procedures may be 

required.’’

Repetitive Inspections/Corrective Actions 

(h) Within 36 months after the effective 

date of this AD, or within 8,000 flight hours 

after accomplishing the actions required by 

paragraph (g) of this AD, whichever is first: 

Do a detailed inspection of the DPV and the 

associated control mechanism of the thrust 

reverser for incorrect assembly or excessive 

wear, by doing all the applicable actions, 

including all applicable corrective actions, in 

accordance with Airbus Service Bulletin 

A300–78–0025, Revision 01, excluding 

Appendix 01, dated February 16, 2005. All 

applicable corrective actions must be done 

before further flight; however, the affected 

thrust reverser may be deactivated and the 

airplane operated in accordance with the 

limitations of the MMEL for operations with 

one or more thrust reversers inoperative. 

Repeat the inspection thereafter at intervals 

not to exceed 8,000 flight hours. 

Note 3: Airbus Service Bulletin A300–78–

0025, Revision 01, dated February 16, 2005, 

refers to Middle River Aircraft Systems 

Component Maintenance Manual 78–31–06, 

Revision 10, dated May 31, 2005, as an 

additional source of service information for 

replacing defective components. 

Actions Accomplished Previously 

(i) Inspections and corrective actions done 

before the effective date of this AD in 

accordance with Airbus Service Bulletin 

A300–78–0025, dated July 21, 2004, are 

acceptable for compliance with the 

corresponding requirements of paragraph (h) 

of this AD. 

Alternative Methods of Compliance 

(AMOCs) 

(j)(1) The Manager, International Branch, 

ANM–116, Transport Airplane Directorate, 

FAA, has the authority to approve AMOCs 

for this AD, if requested in accordance with 

the procedures found in 14 CFR 39.19. 

(2) AMOCs approved previously in 

accordance with AD 2002–08–51, are not 

approved as AMOCs with this AD. 

(3) Before using any AMOC approved in 

accordance with § 39.19 on any airplane to 

which the AMOC applies, notify the 

appropriate principal inspector in the FAA 

Flight Standards Certificate Holding District 

Office. 

Related Information 

(k) French airworthiness directives 2002–

293(B), dated June 12, 2002, and F–2005–

208, dated December 21, 2005, also address 

the subject of this AD. 

Material Incorporated by Reference 

(l) You must use Airbus All Operators 

Telex A300–78A0024, dated May 29, 2002; 

Airbus Service Bulletin A300–78–0025, 

Revision 01, excluding Appendix 01, dated 

February 16, 2005; and Airbus All Operators 

Telex A300/78A0023, dated April 5, 2002; as 

applicable, to perform the actions that are 

required by this AD, unless the AD specifies 

otherwise. 

(1) The Director of the Federal Register 

approved the incorporation by reference of 

Airbus All Operators Telex A300–78A0024, 

dated May 29, 2002; and Airbus Service 

Bulletin A300–78–0025, Revision 01, 

excluding Appendix 01, dated February 16, 

2005; in accordance with 5 U.S.C. 552(a) and 

1 CFR part 51. (The document number and 

date of Airbus All Operators Telex A300–

78A0024, are indicated only on the first page; 

no other page of the document contains this 

information.) 

(2) On May 6, 2002 (67 FR 21569, May 1, 

2002), the Director of the Federal Register 

approved the incorporation by reference of 

Airbus All Operators Telex A300/78A0023, 

dated April 5, 2002. 

(3) Contact Airbus, 1 Rond Point Maurice 

Bellonte, 31707 Blagnac Cedex, France, for a 

copy of this service information. You may 

review copies at the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue, SW., Renton, 

Washington; or at the National Archives and 

Records Administration (NARA). For 

information on the availability of this 

material at NARA, call 202–741–6030, or go 

to: http://www.archives.gov/federal-register/ 

cfr/ibr-locations.html. 

Issued in Renton, Washington, on March 

26, 2007. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. E7–6229 Filed 4–4–07; 8:45 am] 

BILLING CODE 4910–13–P 


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